Controlling mechanism for winding-engines.



R. H. NICHOLSON.

CONTROLLING MECHANISM FOR WINDING ENGINES.

APPLICATION PI'LED DBO.10, 1908.

929,871. Patented Aug. 3, 1909.

2 SHEETS-SHEET 1.

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R. H. NICHOLSON. .OONTROLLIHG MECHANISM FOR WINDING ENGINES.

APPLIOAIION FILED DBO. 10, 1908.

929,871. Patented Aug. 3, 1909.

2 SHEETS-SHEET 22.

'W [D 555155 I [NVENTOR mam Attorney rrrr ROBERT ll. NICHOLSON, OF WILKES-BARRE, PENNSYLVANIA.

OQNTRQLLLYNG HIE QHANLESIVI I??? WINDING-ENG INES.

Specification of Letters Patent.

Patented Aug. 3, 1969.

Application filed December 10, 1908. Serial No. 466,826.

. m may concern:

are it known that l, Bonner H. Niel-minor, a citizen of the United States, residing at Wilkes-Barre, in the county of Luzerne and -te of l ennsylvania, have invented certain new and useful -im rovements in Controlling Mechanism for ll inding-Engines; and do hereby declare the following to be a full, clear, and exact description of the invention, such will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to valves and controlling devices for regulating the action of mechanism employed in connection with the steam cylinders of the brakes of winding nines used in connection with mines; and consists in the norel construction and comoination of the parts hereinafter fully described and claimed.

in the drawings, Figure 1 is a side view of portions of the bralre operating mechanism showing the novel valves applied to it. Fig. 2 is a plan view of the same. Fig. 3 is a detail side view of the valves, drawn to larger scale. Fig. l is a longitudinal through the throttle-valve, turned onccuartcr from the position shown and taken on the line 5cf0 in Fig. the valve closed. Fig. 5 is 'tudinal section through the .c steam-admission valve, taken on he g in Fi 5. 6 is a cross- .n +1" .1 w Y o .1 section through the es, taaen on too line in Fig. is invention r lates more particularly to the brake operating mechanism shown id described in the patent issued to me ruary 12, 1807, do. 8 l:,038.

' driving shaft provided with a driv- (L is a ing wheel a, and revolved from the crankshaft of any approved winding or hauling engine. This shaft is driven at a suitably slow speed by any approved intermediate gearing.

is a steam cylinder for actuating the brake mechanism of the said winding en- ;ain and thereby bringing the mine cage to standstill at the top and bottom of the e shaft.

"h" hand-valve operated by the enand D is the main steam supplycted to the said. valve. Two pipes also connected to the regulate and to the respective ends of the steam-cylinder B. When the automatic mechanism shown in the said patent is used, the pipe (Z is provided'with a branch 7' which connects it with the said mechanism and with the same boiler to which the main steam-pipe D is connected. The pipe (Z supplies steam to set the brake, and the pipe d supplies steam to release the brake. E is the exhaust-pipe which is also connected to the valve C. The valve C is provided with any suitable dish or slide lavino; ports and messages by means of which the nipcs (Z and d are placed in communication alternately with the exhaust-pipe E.

All the above-mentioned parts are similar to those described in the hereinbefore mentioned patent, and the automatic stop-mechanism for applying the brake, also described in the said patent, is also preferably used in carrying out this invention, but the novel valves hereinafter describet may be used when automatic mechanism for setting the brake is not provided.

vi nen the automatic mechanism for setting the brake is provided, it is arranged so that it comes into operation when the cage is at a prearranged distance from the point of landing. in order to make the landing in a satisfactory manner it is necessary for Le engineer to operate the regulating-valve C by hand so as to release the brake to a slight extent, and in so doing it is possible for him to more the cage beyond the landing where it should come to rest. This release of the brake is effected by moving the engineers valve C by hand to admit steam from the main pipe D through the pipe cl, in the direction of the arrow adjacent to the horizontal portion of the said pipe in Fi 1, to the release or rear end of the cylinder The area of the rear side of the piston being a little greater than its front side, and the steam admission through the pipe d r 4 little more free than the automatic admission through the pipe (Z, the piston is moved to the right, to ease off the brake, although the steam which was admitted to the frontend of the cylinder B automatically to set the brake, at about 100 feet from the landing, is still exerting its pressure in the front end of the cylinder B.

In order to prevent the overwinding of the cage when. steam is thus admitted to r the brake, a throttle-valve 2 is arin the steam-pipe (Z and exhaustpipe E, and this throttle-valve is operated j automatically by means of tappets 3 se-i over the catch or tumbler, the spring 18 cured to a disk 4 which is revolved by the said shaft A. The disk l may be one of the disks used for the automatic application of the brake described in the said patent, or a separate disk may be provided, if preferred.

The throttle-valve 2 is provided with a slidable valve 5 for opening and closing its ports and passages, and this valve 5 is preferably of the piston type having a diskvalve (3 at one end, but any form of slidable valve may be used which will open and close the various ports and passages.

7 and S are the lateral passages which are connected with the pipe (Z, and these passages are'regulated by the disk-valve (S.

S) and 10 are lateral passages which are connected with the exhaust-pipe E, and these pa sages normally connected by an groove 11 in the piston-valve.

12 is a lateral passage which is connected by a branch-pipg-i it with the pipe d, which communicates with the release end of the steam-cylinder, and 13 is a passage which is connected constantly with the atmosphere.

is an annular groove in the pistonvalve 5 for connecting the passages 12 and 13.

A stem 15 projects from one end of the pistonwalve and passes through a stufiingbe 16 on the valve-casing.

17 is a crossbar or handle on the project ing end portion of the stem 15 for setting the pistonvalve in one direction. The spring 18 is a ranged in a spring chamber 530, and 19 is a hole or passage formed longitudinally in the piston-valve so as to connect the spring-chamber 2O constantly with the releascpipe (Z on the side nearest the regulatingvalve C, so as to equalize the pressure and permit the said pistonvalre to slide :t'reely. This passage 19 can however be omitted if desired, and any other approved means can be provided which will permit the valve to slide freely.

The piston-valve has a stem 21 at its other end, which is slidable in a striding-box 22, and this stem has preferably a blunt pointed end is a tumbler which is pivoted on a pin 25 in a bracket 26 secured to the valve-casing. The arms of this tumbler or cat 'h are of unequal length, and its longer arm is provided with a grooved and pointed for engaging with the blunt pointed end The short arm 01? the tumbler or catch 2i is arranged in the path of the tappets 3 ot the disks l. The arms f the tumbler or catch are made 01" unequal length, and are proportioned so, as to regulate the quickness of the action oi the tappets upon the throttlevalve.

The tappets 3 a e adjustable, and they are set so as to strike the tumbler Z lat prearranged points in the travel of the mine cage. hen either one of the tappets tips moves the 3isto11- .'iil\*e to the position shown in F l, so that the steam in the pipes (Z and i5 is throttled, and the overwinding of the cage is prevented.

The closing oi? the throttle-valve 2 takes place before the cage has passed the landing, and the engineer cannot admit any more steam thro 1 the pipe d" to the release end of the cylinder. lhe steam pressure which was applied through the pipe (Z automatically at about 100 feet from the landing again becomes eli'ectix 'e in the front end of the cylinder directly the throttle-valve 2 closes the pipe (Z, and again moves the piston to the left to set the brake hard on.

hen the steam is throttled by the closng of the throttle-valve the end portion of he pipe (.Z which is connected to the steamylinder is placed in communication with he atmosphere by means of the branch-pipe it and the passages 12 and 13 in the throttle- Yelve, so that it the piston in the said cylinder is not steam-tight, the steam leaking past it from the front end of the cylinder to which the pipe 5 is connected can pass into the atmosphere and not form a resistance in the release end of the cylinder and the pipe d.

When the winding-engine is provided with a brake which is applied by means of heavy weights operated by gravity, and the stain-cylinder 15 is only used to raise the sa' 1 weights and thereby release the brake, he throttling of the steam in the exhaust- )ipe E is not necessary. be same throttle- ;alve can be used with the pipe E disconnected, or a special throttle-valve can be provided in which the passages 9 and 10 are omitted.

in order to more completely guard. against orcr-winding, an auxiliary steam-admission valve 30 is provided, and its casing is arranged on one side of the casing of the throttle-"valve 2, and is connected with the chamber 20 by a small hole or port 3i, so that the steam-pressure is equalized between the casin s, and so that the action of the spring may be assisted by the pressure 01 the steam.

The valve 30 is provided with a valveseat on one side, and 33 is a pipe which connects the opening through the said seat with the front end or the steamcylinder B. This pipe may be connected direct to the cylinder, or it may be connectet to the pipe (Z which is connected to the front end of the cylinder. The cas ng of the alve 30 is connected with any s .su )ply pipe not controlled by the engineers valve C, by means of a pipe 34%;, and the pipe 33 i can advantageously be connected to the steam supply pipe D, as shown in Fig. 1.

A ball-valve 35 normally rests on the seat and closes the pipe 33. it stem 35 is slidable in a stulling-box 37' on the valve-casing and is secured to the crossbar or handle 17. The stem is provided with a cage or eye 38 which engages loosely with the ball-valve, and the stem is arranged parallel to the piston-valve 5 so that they both slide together.

il hen the throttle-valve is operated b v the spring 18 to close the pipes 65 and E, the ballvalve 35 is moved ol'l' its seat, and

steam is admitted from the pipe I), llllOLlgll the pipes Set and 32, to the front end of the steam-cylinder B. This steam operates to set the brake hard on, and increase the safety action of the apparatus. The operation of the tllllilllztl 'f stear nondssion valve is automatic, and cannot lee controlled or modified by the engineer.

lVhat l claim is:

l. in controlling-mechanisin for windingengines, the combination, with a brake-releasing cylinder, a steam-pipe therefor, and a hand-operated regulating-valve normally controlling the admission of steam through the said pipe to the said cylinder to release the brake; of a normally-open throttle-valve insert d in the said pipe, and trip-medianisin adapted to he operated by the said windingengine to effect the closure of the said throttle-rake automatically at a prear ranged point.

In controllirig-mechanism for windingengines, the combination, with a bralreop erating cylinder, :1 steam-pipe connected to one end thereof, and a hand-operated regn latingwalve normally controlling the admission of stea to the said cylinder to release the brake; of a normally open throttle-valve inserted in the said pipe, trip-mechanism adapted to be operated by the said winding engine to eiiect the closure of the throttleva ve automatically at a prearranged point, and a normally-closed auxiliary steam-ad mission valve connected to the opposite end of the said cylinder from the said steampipe and operating automatically to set t brake hard-on when the said throttlevalve is closed.

In controlling-inechanism for windingengines, the combination crating cylinder, a steam-pi e connected one end thereof, and hand-oo lating-valve normally controllin sion of steal 1 to the said cylinder the brake: a normally-open inserted. in the said piie, adapted to he ope ned b th sait winding engine to effect the clos'ire of the throttle valve automatically at a prearranged point, a normally-closed auxiliary steam-admission valve connected with the opposite e d of the said cylinder from the said steam-pipe, and

coupling device connecting tie two said tripaneehanism valves together so that the said admission valve is opened when the said throttle-valve is closed.

d. 'l 1e combination, with a brake-releasing cylinder, a steam-pipe therefor, and a regulating-valve controlling the said pipe; of a throttle-valve inserted in the said pipe, an auxiliary steanradmission valve connected to the opposite end of the said cylinder from its said pipe, a coupling device connecting the two said valves together so that the said admission valve is closed while the throttle-valve is open, driving mechanism provided with a tappet, and a catch which holds open the said throttle-valve until disengaged by the said tappet.

5. lhe combination, with a brakere1easing cylinder, a steam-pipe therefor, and a regulating-valve controlling the said pipe; of a throttle-valve inserted in the said pipe, a valve-casing provided with a valve-seat and a steam admission pipe connected to the opposite end of the cylinder from its said steam-pipe, a ball-valve normally closing the said seat, a slidable stem engaging with the ball-valve and operatively connected with the said throttle-valve, driving-mechanism provided with a tappet, and a catch which holds the throttle-valve open and the ball-valve closed until disengaged by the said tappet.

6. The combination, with a brake-releasing cylinder, a steam-pipe therefor, and a regulating-valve controlling the said pipe; of a throttlevalve inserted in the said pipe and provided with a steam escape passage also connected with the said pipe and normally out of communication with the atmosphere, and means for operating the said throttle-valve automatically at a prearranged point to close the passage between the saio cylinder and the said regulatingvalve and to place the said steam escape passage into communication with the atmosphere.

7. The combination, with a brake-releasing cylinder, a steam-pipe therefor, and a regulating-valve controlling the said steampipe and provided with an exhaust-pipe; of a throttle-valve provided with passages which connect it with the said steam-pipe and exhaust-pipe respectively, said pipes and passages being normally open, and means for operating the said throttle-valve automatically at a prearranged point whereby the said pipes are closed simultaneously.

8. The combination, with a valve casing provided with passages, of a valve slidable in the said casing and normally connecting the said passages, said valve being provided with a stem which projects from the casing, a pivoted catch normally arranged in line with the said valve stem and provided with a pointed end which bears against the projecting end of the said stem, tappet mechanism for disengaging the said catch, and means for sliding the valve automatically to close the said passages when the said catch is disengaged.

9. The combination, with a valve easing provided with passages, of a valve slidable in the said casing and normally connecting the said passages, said valve being; provided with a stem which projects from the casing a. pivoted catch normally arranged in line with the said valve stem and provided with a pointed end which bears against the projecting end of the said stem a second stem connected to the said valve and also projecting from the casing and affording a means for retracting the valve, tappet mechanism for disengaging the said catch, and means for sliding the valve automatically to close the said passages when the said catch is disengaged.

ln testimony whereof I have atlixed my signature in the presence of two witnesses.

HUBER H. NICHOLSON. lVitnesses FAITH A. BULLARD, FELIX Anemia. 

